Aik-cooling mechanism foe internal-combustion engines foe flight



J. W. SMITH.

AIR COQHNG MECHANISM FOR INTERNAL COMBUSTION ENGINES FOR HIGH T MOTORS.

APPUCATION FILEDSEPTJZ. 196.

1,341 444 Patnmd May 25, 1920 3 SHEETS-SHEET lin uewior Smi WI Jozmzzz Y J. W. SMITH. Ala GOOLIQIG MECHANISM FOR iNTERNAL comausnom ENGINES FOR FLIGHT MOTORS.

Patented May 25, 1920.

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AIR COOLING MECHAMSM FUR :NTERNAL COMBUSTION LNGSNES FOR FLIGHT MOTORS. APPLICAHUN men SEPT. I2. H16.

1,3 1,44 Patented May 25; 1920 3 SHtETS-SHEET 3.

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which by suitable caused to part with tive'cooling of the heated parts JOHN W. SMITH,

OF PHILADELPHIA, PENNSYLVANIA.

AIR-COOLING MECHANISM FOR INTERNAL-COMBUSTION ENGINES FOR FLIGHT- MOTORS.

Specification of Letters Patent.

Patented May 25, 1920.

Application filed September 12, 1916. Serial No. 119,814.

To all whom it may concern:

Be it known that I, Joan W. Smrrrr, of Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented certain new and useful Imn'ovements in Air-Cooling Mechanism for nternal-Oombustion Engines for Flight-Motors, of which the following is a specification, reference being had to the accompanying drawings.

My invention relates to an air cooling sys tern by means of which I deflect a sufficient quantity of the air current created by the motion of an aeroplane through compartments or channels formed for the purpose in such a way as to effectually cool the interior of the cylinders, pistons, connecting rods, cranks and bearings of the engine. More particularly I provide in the region of the crank case of the engine an air collecting device provided with openings so framed and arranged as to create very high air pressure, connections is led to, and circulates in contact with the parts which have been named for the purpose of cooling them.

I have found in practice that the proper circulation of air through a crank casing in such an engine is dependent upon the proper construction and positioning of openings through which the air enters. Air circulation thus induced is of far more value than circulation which can be obtained from the fan. Thisjs due to the very high speed at which modern aeroplanes fly, say from one hundred to one hundred and fifty feet per second, which create greater air pressure than can be induced by a fan. By taking advantage of this velocity and the resulting air-pressure and properly constructing and positioningair openings arranged to induce circulation through the crank casing and surrounding parts, I secure a much more effecthan is accomplished by the use of the fan.

I supplement the air current thus induced by means of a fan'contained within a fan housing. This is so constructed and housed that the air which has circulated around the parts of the mechanism for the purpose of cooling them, and which has thereby taken up a considerable quantity of lubricating oil, is by the centrifugal effect of t e fan most of this oil, w ich i thereupon driven upon collecting we s and thence collected and led back for reuse.

In the accompanying drawings, Figure I. is a vertical section through an internal combustion engine having air circulating means applied to it embodying my invention.

ig. II, is a cross section along the line 11, II of Fig. I.

lg. III, is a view of the. inner surface of the housing of, the air fan, and

Fig. 1V, is a View similar to Fig. I, of an engine having the parts reversed in relation to the direction of the motion of the machine. but also having air circulating mechanism applied thereto embodying my invention.

Referring to Figs. and II, I will first, for the sake of clearncss, briefly re fer to those parts of the machine which must be enumen ated because they need to be cooled, but which in themselves do not constitute my present invention:

The engine is provided with a plurality of cylinders which as shown are arranged radially in a common plane. Each cylinder 1, ,is provided with a piston 2, with a pivoted pitman 3, operating upon a crank 4, on the crank shaft The pitmen and cranks are all inclosed within a crank casing 6, which is in free communication with the lower end of the cylinder. To the rear of this crank cas ing is a somewhat smaller casing 7, containing the valve gear and to the rear of this is a housing 8, containing a fan 9, set upon the main shaft.

In the embodiment of my invention which I have shown I provide in the casing structure an annular air chamber 10, surrounding the valve gear casing between the fan housing and the crank casing. Around the periphery of this chamber are provided funnels 11, facing the front of the machine and so placed that their months are opposite the intervals between the radiating cylinders, so that the motion of the machine creates very high air pressure in the air chamber.

After passing through the chamber 10, this air is discharged through apertures 12, immediately alongside of the lowerends of the cylinders into the crank casing 6. After circi'llating,therethrough this air passes by way of apertures 18-, through the valve gear casing 7', and thence by way of apertures 14. and 15, into thev housing for the fan 9. through the open end of which it is ultimately discharged.

In this way a constant ciroli'lation of cooling air is maimed in contact with'the parts contained in the crank casing 6, including the interior of the cylinders.

The air chamber 10, includes the rear sides of the cylinders within itself. Trouble has been experienced with previous constructions due to the unequal cooling of the front and rear of the cylinders. By m present invention I overcome this by con noting cooling air directly to the rear side of the cylinders, while their fronts are cooled directly by virtue of the motion of the machine.

The fan housing 8, has a curved periphery 20, with a recurved Ii 21, surrounding its rear apertuhe. Within the curved periphery are set diagonal baflles 22. From the lower point of the curved periphery leads a ipe 23 which returns oil to an oil sump 24. he oil having been taken up by the air in the course of its circulation around the various lubricated parts, is thrown off therefrom by the centrifugalaction of the fan 9, and after bein caught by the bafiles 22 and guided thence ehind the lip;21, falls own and runs out by way of the ipe 23.

In Fi IV, very much t a same mechani'sm is s iown with the direction of the parts reversed for application to mechanism where the machine advances in the op osite direction Without recapitulating al the parts, it will be plain from an inspection of the drawing that air received by'the funnels 51', is discharged into a casing 50, whence it passes by apertures 52, into the crank casing, from whence it passes into the valve casing, and thence by apertures 14, and 15, into the fan housing.-

As I have shown in my invention, the funnels are directed toward the advance end of the machine and create pressure which drives air through the crank casing. The same result may, however, be accomplished. by funnels turned toward the rear of the machine inducing suction.

Having thus described my invention, I

claim: 1. An air cooling system for internal combustion flight motors comprising a crank casing, an air chamber in proximity thereto, openings around the periphery 0 said air chamber 5 arranged and positioned that the motion of the machine createsair pressure within said air chamber, and connections whereby this air is distributed to the crank casing for the purpose of cooling the parts therein. i

2. In an internal combustion engine for aeroplanes having a series of radially arranged engine cylinders the combination of a casmg structure inclosing the engine connecting rods and cranks with the engine 0 linders projecting radially therefrom, an a. series of air intake funnels on said casing structure with their openin correspondin to the cylinder interspaees or forcing coo ing air into said casing structure to the inclosed engine parts. i

3. In combination with an internal combustion en ine having a series of "radially placed cy mders surrounding; circular crank casing, air circulating means which comprise an air chamber in' a plnneimn'nr diately to the rear of-that which contains the radially placed cyiinders; a series of,

funnels mounted around the periphery of this chamber with their openings. corresponding to the inter-spaces between adjoining cylinders, and coltnections whereby the air received within the air chambcr/ is led into andpassed through the crank casing. I 4. In an'internal combustion engine the combination of a series of radially heed cylinders surrounding a circular cran cising, and air circulatm said cylinders'and a acent parts, whic comprise a circular air chamber situated to the rear of" the plane of the cylinders, and receiving within itself a orti'on of their rear sides, air funnels wit; fiaringmouthg surrounding this air chamber, and means whereby the air from this air chamber is led to and through the crank casing. I

5. In combination an internal combustion engine having a fan mounted-upon its shaft;

means for cooling air ;pro 'elling means; chambers and passages w ereby said air is caused to pass over mechanism of the engine requiring cooling prior to contact with the fan; a housing for said fan having a, curved eriphery; an overhanging lip around the e e of this periphery; inclined bellies mounted within the periphery, and an outlet pipe at the bottom of the periphery whereby oil from the air passing through the fan driven by centrifugal force against the periphe o the housing, is collected anddlscharge. through said n testimony whereof I- have hereunto signed my name, at Philadelphia, Pennsylvania, this ninth day of September, 1916.

JOHN W. SMITH. 

